Control mechanism for doors



4 Jan. 30, 1962 l.. H. DIAMQND :TAL 3,018,851

CONTROL MECHANISM FOR DOORS ATTORNEY Jan. 30, 1962 l.. H. DIAMOND Emu.v 3,018,851

CONTROL MECHANISM FOR DOORS 3 Sheets-Sheet 2 Filed Nov. 19. 1957 asc v se r/ C7. 5 f

' EW H, D/AMOND :NVE NToRs ,eaaeerA/voeE/oorz/E rau/f Arrone HEY Jan. 30, 1962 l.. H. DIAMOND Erm. 3,018,851

CONTROL MECHANISM FOR DOORS Filed Nov. 19, 1957 3 Sheets-Sheet 5 fle. 9

-vmfuul ATTORNEY Enf y. @mno/fall INVENTORS United States Patent() 3,018,851 CONTROL MECHANISM FOR DOORS Lew H. Diamond, Massapequa, and Robert Andr Couturier, New York, N.Y., assignors to Otis Elevator JCompany, New York, N.Y., a corporation of New ersey Filed Nov. 19, 1957, Ser. No. 697,370 13 Claims. (Cl. 1875-48) The invention relates to control mechanism for power operated doors, especially doors of elevator installations.

In elevator installations in which the elevator cars are operated without attendants, it is common practice to provide mechanism to protect passengers against injury by closing doors. Among these mechanisms are arrangements in which antennae are provided along the leading edge of the elevator car door to detect the presence of a person within a certain distance of the door. The detection is accomplished yby a change in capacity of an antenna to ground caused by the proximity of the person. 'Ihis mechanism is utilized to stop the closing of the door or, if `the door is in open position, to prevent its closing. f

The patent to Bruns et al., Number 2,601,250, granted lune 24, `1952, and the patent to Galanty, Number 2,720,284, granted October 1l, 1955, are directed to ar-- rangements of this type. In' the arrangement of the Bruns et al. patent, each antenna acts as a detector and causes tiring of an electronic gaseous discharge tube when detection takes place. The tube, upon `tiring, actsfto prevent or stop closing of the door. In the arrangement of the Galanty patent, antennae are arranged so that unwanted operations are prevented by compensating for iield disturbances due to elements, such as hoistway doors and door jambs, of the elevator installation itself. The present invention is directed to an improved arrangement for preventing unwanted operations of the detecting mechanism. v

It is an object of the invention to provide detecting mechanism for elevator doors in which unwanted operations of the mechanism caused by irregularities in' the configuration of the elevator installationitself are obviated. y f e Another object of the invention is to provide an improved detecting mechanism for use on elevator ydoors vhich mechanism is relatively insensitive to changes in the surrounding atmosphere. y

In carrying out the invention according to one arrangement thereof, a plurality, at least four, of vertif cally spaced antennae are utilized.L These antennae, which tform capacitances to ground, 'are arranged in pairs and are positioned one above the other along the leading edge' of the car door. The antennae of each pair are arranged in two of the arms of a capacity bridge circuit and are connected directly to the opposite kends of the diagonal of the bridge. Each antenna 'is connected in a different bridge circuit from the one in which is connected the next adjacentantenna. A variable capacitor in one yarm of each bridge is adjusted to provide substantially zero voltage ,across thelnridgey diagonal when no object, such asa person, sought to be protected, is in the field of inuence of the antennae connected in that bridge. When such an object 'cornes into the tield of influence of one or 'more antennae, there isgsuiicient change in the capacitive coupling to ground of one antenna with respect to that ofthe 'other of one or more `bridges to produce a signal voltage across the diagonal of the bridge which voltage, when amplied, is sufcient to actuate the detecting mechanism.V vThe detecting mechanism in turn is caused to operate the door moving mechanism to bring the door to -a stop if closing, or to prevent its closing if it is in open position.

With this arrangement, most variations in the configuration of the elevator system, being of a symmetrical nat-ure, will not cause unwanted operation of the detecting mechanism as the capacitance to ground of the antenna in one larm of each bridge is balanced out by that of the antenna in the other arm of that bridge. This arrangement allows for a certain'amount of misalignment of the hoist-way doors, without causing sutiicient voltage to appear across the diagonal of any bridge to cause an operation of the detecting mechanism, the amount of permissible misalignment depending upon the particular arrangement used. As the doors near closed position the antennae are moved into quite close proximity to the door jambs. As a' precaution, to prevent an unwanted operation under conditions of misaligned door jambs, the detector mechanism is rendered less sensitive as the door nears the door jambs, but is maintained sutiiciently sensitive to etiect an operation in response to a hand being placed on the leading edge of the door to stop ythe door.

The antennae are arranged within a casing which is insulated from the car door and which has a potential applied thereto to shield the vantennae from ground. A-t its forward end where the antennae are positioned, the casing is provided with a non-conducting cover the surface of which has a high surface resistivity which from the above land from the following description and appended claims.

In therdrawings:

f FIGURE `1 is a somewhat simplied view in front elevation of an elevator car with the car door and associated hoistway door and embodying the invention; VFIGURE 2 is a plan view of the arrangement of the car door and hoistway door of FIGURE 1;

FIGURE 3 is an enlarged 'detail in elevation of the protective mechanism along the front edge of the car door of FIGUREl, illustrating the interior of the channel in which the antennae, amplifying tubes, adjusting condensers and other elements of the door detection circuits are mounted;

FIGURE 4 is an enlarged detail taken lalong the line 4 4 of FIGURE 3; v y

- FIGURES 5 and 6, taken together, constitute a simplified schematic wiring diagram of that portion of the elevator power and control circuits which relate to the control of the doors;

FIGURE 7 is Ia key sheet yfor FIGURES 5 and 6, showing the electromagnetic switches in Spindle form;

FIGURE 8 is a diagrammatic illustration of other arrangements of antennae;

FIGURE 9 is a simpliiied wiring diagram, similar to FIGURE 5 but further simplified, of an arrangement utilizing eight antennae; and

FIGURE l0 is a detail similar to FIGURE 4 of a construction which may ybe used in connection with iiush hoistway doors.

Referring first to FIGURE l, the elevator car 11 is illustrated as positioned at a landing 12. The car door 13 and hoistway door 14 for that landing are illustrated in closed position.l While it is to be understood that the car` door and hoistway doors may be operated in various ways', `an arrangement has been illustrated in which these doors are power opened and spring closed. Two speed, side opening doors have been illustrated but it is also to .be understood that the invention is applicable to other arrangements, especially center opening doors. v

The car door and hoistway doors are operated by a door motor DM mounted on the car framework 21. This motor operates through a gear reduction arranged in casing 22 to drive an operating cam 24. This cam operates a lever 25 through the intermediary of a roller 26. Lever 25 is connected by chain 27 to a lever 30 for operating the car door operating arm 32. A spring 37 biases the car door to closed position. A pair of door checks 42 and 43 are connected to arm 32 for cushioning the final opening and closing movements of the car door.

Another chain 44 is illustrated as connected `to lever 25 from which it extends to a retiring cam 45. The cam is adapted when extended to engage roller 52 of bell crank lever 53 connected by tie rod 55 to a toggle lever 57 for operating the hoistway door. A spring 65 acts through the toggle lever to bias the door to closed position. A double acting door check 71 is connected for operation by lever 57 to cushion the final opening and closing movements of the hoistway door.

Limit switches are provided for controlling the operation of the door operating motor DM and of the detecting mechanism. lFor convenience it will be assumed that these switches are arranged in a casing 75 for operation as by cams rotated by the motor. These switches are shown in the wiring diagram, FIGURE 6. Car door and hoistway door contacts are not illustrated. To open the doors, motor DM is energized for rotation in a direction to effect clockwiseI movement of cam 24. This pushes lever 25 clockwise which acts through chain 27 to pull lever 30 clockwise. Thus car door operating arm 32 is swing clockwise and acts through its link connections to the car door sections to open the car door. Lever 25 also acts through chain 44 to lift retiring cam 45. Bell crank lever 53 is thus swung in a direction to push upwardly on tie rod 55. Thus toggle lever 57 is operated to break the toggle and to pull the hoistway door to open position. As the doors reach open position, the door open limit switch in casing 75 causes deenergization of motor DM tobring itto a stop. The contour of cam24 is such as to give the desired acceleration, speed, and retardation during opening movement of the doors. As the doors reach open position their stopping is cushioned by their checks.

During opening movement ofthe doors, tension is placed in springs 37 and 65 which act to close the doors upon motor DM being energized for reverse rotative movement. Spring 37 acts directly on lever 32 to close the car door as reverse movement of motor DM takes place. Retiring cam 45 drops back as this reverse movement takes place which enables spring 65 to straighten out the toggle and thus close the hoistway door. Thus while the doors are spring closed, their closing movement cannot take place any faster than permitted `hy motor DM. As the doors reach closed position, the door close limit switch opens to bring motor DM to a stop and `the stopping of the doors is cushioned by their checks.

Referring now also to FIGURES 2, 3 and 4, the detecting mechanism will be described. In elevator construction, vertical members, known as sight guards, are provided at the leading edges of the car door and hoistway door to close the space between them. The hoistway door sight guard is designated HSG and the car door sight guard is designated CSG. The chassis for the detecting mechanism forms the car door sight guard and comprises a U- shaped channel 78 made up of an angle 80 and plate 81 which extend substantially the full height of the door. The outside of the channel 78 is covered with insulating material 82 which may, for example, be a plastisol which is sprayed on or sheet material adhered to the channel as by cementing, preferably additional insulating` material being provided between angle 30 and the car door. Angle S is secured to the leading edge of the leading section 34 of car door at vertically spaced points by screws 83, being insulated from the door by washers 8,4 of insulating material. Plate 81 is secured to angle 80 atvthe rear by screws 85 and does not `extend as far `forward as the angle. At the forward edge, spacers 86 are provided and are secured to the angle and plate as by screws 87. The ends of channel 78 are closed by plates 38 welded to angle 80. A plurality of vertical antennae spaced about one inch apart and in the form of electrically conductive plates 90 are positioned near the forward edge of channel 78 to cover substantially the full height of the channel, four antennae covering a distance of about six feet having been found satisfactory. The edge 89 of each antenna is curved toward the hoistway door. The antennae are spaced from the forward edge of angle 80 to minimize leakage capacity between the antennae and the car door, and to avoid detection of passengers standing in the car nea-r the car door. Adjacent their ends, the antennae are secured, as by screws, to mounting posts 93 of insulating material. These posts are adjustably mounted in blocks 94 of insulating material secured to angle 80 by screws 95. The forward edge of plate 81 is back of the face of the antennae to render the detector sensitive to passengers in front of the hoistway doors.

As will be seen from the wiring diagram of FIGURES 5 and 6 where the antennae are designated UA1, UAZ, LA1 and LA2, the antennae are arranged in two of the arms of each of two capacity bridges. Various elements of the circuits such as adjusting condensers and iixed condensers in the other arms of the bridges, transformers TRBI and TRB2 inthe bridge dagonals and amplifying tubes AT1 and ATZ are mounted on frames `FRI and FRZ. The connection of the antennae to these elements is by shielded cables, not shown, with a shielding potential applied to the cables. Each frame is supported through a multi plug and socket connection 100 on a bracket 101 secured to angle 80. Connecting wires (not shown) extend from the plugs and sockets to a terminal strip 102 secured to angle 80. Wires (not shown) extend from the terminal strip into cable connections 103, secured to the rear edge of channel 78. Shielding cables 104, supported by door operating arnrk 32, extend from connectors 103 to voltage supply box 105 supported on the car framework. One of these v cables contains the current supply wires from the voltage supply box 105 and its shield is grounded. The other has a shielding potential applied to its shield. A shielding potential also is applied to the channel 78, the connection being made to the lug 106 secured to angle 80 by a mounting screw for strip 102. AS1 and ASZ are switches for enabling individual adjustments of the bridge networks to be made. These switches are mounted on the rear edge of channel 78.

The forward edge of the channel is provided with a cover 110 extending the full height of the door. This cover is in the form of an angle, one leg 111 extending from the forward edge of plate S1 to which it is secured by the screw 109 and the other leg 112 extending in front of the faces of the antennae and over a portion of the leading edge of the car door to which it is secured by screws 113. 'This cover 110 is composed of insulating material which has and which retains a high surface resistivity. It has been found that certain materials change their surface resistivity markedly either under humid conditions alone or after having been handled by certain workmen or servicemen or touched by certain users of the elevator when humid conditions prevail. This change in resistivity may be suiciently large to change the capacative coupling to ground of an antenna and to cause unwanted operations. There is some uncertainty as to what causes some materials to resist loss of their high resistance surfaces while other do not. While a high gloss surface-does not insure this retention property, in. all tested cases the property was not found to exist on roughened or dull surfaces. 'Certain plastics, such as those made of cellulose acetate butyrate or polytetrafluoroethylene, known commercially as Tenite Butyrate and Teflon respectively, have been found to be satisfactory in this respect and also have a sufficiently high im' pact strength to minimize breakages. Other plastics when covered with such material would also be satisfactory. It is also preferred to form the hoistway door sight guards HSG of this material, in the form of an angle as illustrated in FIGURE 2. When made of cellulose acetate butyrate the cover 110 and sight guards HSG are formed by extrusion. f n

A monitoring antenna MA may also be provided. This antenna is in the form of a short angle member, secured by screws 116 to the two centrally located mounting posts 93 so as to span the two centrally located antennae. It is connected by wires, not shown, by way of terminal strip 102 and the shielding cable 104 containing the current supply wires to box 105 and casing 75. Reference may now be had to FIGURES and 6 which illustrate diagrammatically the various circuits for controlling the operation of door motor DM. The circuits are shown in straight or across-the-line form, in which the coils and contacts of the various switches are separated in such manner as to render the circuits as simple and `direct as possible. The relationship of the coils and contacts may be seen from FIGURE 7 where the switches are arranged in alphabetical order and shown in spindle form. The coils and contacts in the wiring diagram are in horizontal alignment with the corresponding coils and contacts on the spindles. The invention is applicable to various forms of elevator control systems. The circuits have been considerably simplified and it is to be understood that modifications may be made to adapt them to the particular elevator installation.

The elecromagnetic switches employed in the circuits shown in FIGURES 5 and 6 are designated as follows:

DC-door close switch DE-door speed switchv DO-door open switch DIL-detector relay kDR-door control switch DT-door time switch H-eld and brake switch NT-hall time switch XNT-auXiliary hall time relay Throughout the description which follows, these letters yswitches are illustrated in deenergized condition. Switch DR is a latching type and is illustrated in reset condrtlon.

The door operating circuits of FIGURE 6 are illustrated as having direct current supply lines designated -land The door motor armature is designated `DMA while its eld winding is designated DMF. Resistors RDM are speed control resistors for door motor DM; resistors RDM3 and RDM4 being in series with door motor armature and serving for the door opening operation, and resistors RDMI, RDMZ and RDMS acting as a voltage divider to control the voltage applied to the door motor armature for the door, closing operation. Resistor RDMF serves to control the strength of the door motor field. EDB is a rectir'ier which serves dynamically to brake the door operating motor to bring it to a stop in response to operation ofthe detecting mechanism. DLS, DL4, DOL, DCL2, DCL3 and DEL are limit switches operated by the door motor. These limit switches are located in casing '75, FIGURE 1, as previously indicated. DCB is a door close button. Resistor RXNT and condenser QXNT control the timing of relay XNT. Resistors RNTl and RNT2 and condenser QNT control the timing switch NT. yResistor RDT and condenser QDT control the timing of switch DT.` Resistor RDR is a current limiting resistor.

The manner in which the doors are controlled may vary considerably, depending upon the characteristics of the particular installation. In the particular 'circuits illustrated, the doors open automatically as a stop is made at a landing and close automatically upon the expiration of a given time interval. In order that this may be understoood, assume that the car is in operation and is nearing a landing at which a stop is to be made. Relay XNT and switch NT are both operated during the running of the car, the circuit for the coil of relay XNT being through contacts H3 and the circuit for the coil of switch NT being through contacts XNTZ. As the car arrives at the landing at which the stop is being made, switch H drops out and in so doing engages contacts H4 and separates contacts H3. The separation of contacts H3 disconnects the coil of relay XNT from the supply lines. This relay does not drop out immediately, however, being delayed .by the discharge of condenser QXNT. The engagement of contacts H4k completes a circuit by way of contacts XNTI for the set coil of switch DR. This switch operates and latches itself in operated condition. As a result of the operation of switch DR, contacts DRZ engage, completing a circuit by way of door open limit switch DOL for the coil of door open switch DO. This switch engages contacts DOS and D06 `and separates contacts D04, establishing a circuit for the armature DMA for the door operating motor through resistors RDM3 and RDM4 for causing the operation of the door operating mechanism to open the car door and also the h oistway door at the iloor at which the stop is being made. Switch DO also separates interlock contacts D02 in the circuit for the coil of door close switch DC. As the doors move a certain distance from closed position, door speed limit switch DEL closes to complete a circuit for the coil of switch DE. This switch engages contacts DB3 to short circuit resistance RDMF in circuit with the door motor field winding DMF and engages contacts DE4 to short circuit resistance RDM4 in circuit with armature DMA of the door operating motor. This gives the desired control of the door operating motor for the particular door operating mechanism illustrated. As the doors near open position, limit switch DEL opens. However, the circuit for the coil of switch DE is maintained by way of contacts D01 and DEI. As the doors reach open position, door open limit switch DOL opens, breaking the circuit for the coil of switch DO. This switch drops out to break the circuit for armature DMA of the door operating motor. It also breaks the circuit for the coil of switch DE which drops out, engaging contacts DES to establish a short circuit for armature DMA to bring the door operating motor to a stop.

Upon the expiration of a given time interval, relay XNT drops out, separating contacts XNT1 and XNTZ. The separation of contacts XNTl is without effect as switch DR is latched in operated condition. The separation of contacts XNTZ disconnects the coil of switch NT from the supply lines. This switch does not drop out immediately, being delayed by the discharge of condenser QNT. Upon dropping out, switch NT engages contacts NTI to establish a circuit by way of contacts DRI for the reset coil of switch DR which is restored to unlatched condition. Contacts NTl also complete a circuit by way of door close limit switch DCL3 and contacts DPS and D02 for the coil of door close switch DC to initiate the door closing operation. A time interval is thus provided, namely the interval of relay XNT, say three seconds, plus the interval of switch NT, say a half second, from the time that the stop is made before the closing of the doors is initiated. The time delay on switch NT may in certain instances be omitted, as by omitting the discharge current of condenser QNT. Switch DC upon operation engages contacts DCZ and DC4 and separates contacts DCS to complete a circuit for the armature DMA of the door operating motor for effecting operation of the door operating mechanism to close the car door and hoistway door. During the closing operation, limit switch DEL is again closed completing a circuit for the coilof switch DE which short circuits vmotor eld resistance RDMF and in addition separates contacts DEG to remove a short o 7 o circuitfor a portion of resistor RDMS, giving the desire control of the door operating motor for the particular door operating mechanism illustrated. As the doors near closed position, switch DEL is opened but the circuit for the coil of switch DE is maintained by way of contacts DB2 and DCi. As the doors reach closed position, limit switch DCL3 opens, breaking the circuit for the coil of switch DC which separates contacts DCZ and DC4 to break the circuit for the door motor armature DMA and separates contacts DCl to b`reak the circuit for the coil of switch DE. This switch drops out to reengage eontacts DESA to establish a short circuit for armature DMA to `tiringl the door operating motor to a stop.

Referring now especially to` FIGURE 5, antennae UA1 and LA; are arranged in the arms of one bridge and an tennae UAZ and LA2 are arranged in thel arms of the other bridge; inasmuch as the arrangement is the same for each bridge, the circuits associated with but one of them, namely those subject to antennae UA1 and LAT will be described in detail. In the otherarms of the bridge are a fixed condenser C3 andan adjustable con-` denser C1, the bridge being balanced by adjustment of condenser'CI. Connected across the diagonal of the bridge and between UAi and LAI isv the primary winding of transformer TRBI.. The secondary winding of this transformer is connected to the input wires of amplifier One o f the input wiresl is connected to current supply line BO. The amplifier is indicated by block outline and includes amplifying tube AT1 which is illustrated as a dual triode vacuum tube. The' anodes ofY the tube are connected by way of load resistors LRI, LRZ and adjusting switch AS1 to supply line B+. They anode o f the right half of the tube is connected through voltage doubler VD1 and potentiometer P1, indicated by blocks to the input of amplifier AM3, also indicated by a block. The voltage doubler VD transforms the unbalance signal` from an alternating to a unidirectional character and potentiometerAP provides a ready way to adjust and correlate the amplification o`r gain of one amplifier with that of another. Both VD and P may be of any standard design so long as theyk are stable in operation. Fixed Vcondenser C4, adjustable condenser C2, transformer TRBZ, amplifier AMZ including tube ATZ and load resistors LR3 and LR4, switch A82, voltage doubler VDZ and potentiometer P2 are similarly provided for the other bridge, the output from potentiometer P2 also being connected to amplifier AM3. As a practical matter it may be advisable to provide a capacitive shunt to ground at each end of the conductor between the input of amplifier AM3 and the potentiometers P in order to minimize hum" or noise pickup in this path. In the output circuit of amplifier AM3 is connected the coil or detector relay DP, current for this coil being provided from alternating voltage supply lines AC1 and ACI which are isolated from the usual common A.C. supply ground. Amplifier AM3 is also connected to line BO to complete its input circuit. An alternating voltage source, indicated by block OSC, is connected from line BO to ground G, and may be an oscillator providing voltage of a cer tain frequency, 230 volts of 1,000 cycles per second having been found satisfactory. l

A resistor SR is connected between the source OSC and ground G. This resistor is rendered effective by door limit switch DCLI as the doors near ciosed position to reduce the sensitivity of the detector. A shield SH, formed by channel 78, for the antennae is indicated by a dotted line and is connected to line BO to provide a shielding potential. The monitor antenna MA is connected through door limit switches DLI and DLZ in parallel to line BO. Limit switches DCLI., DLI. and DLZ are located in casing 75, FEGURE l. Potentiometers P1, P2, amplifier AM3, relay DP, source B+, BO, source OSC, and resistor SR are located in voltage supply box E05, FIGURE l. v

The antennae form capacitance couplings to ground in 'from the hoistway doors.-

8 the bridge circuits; Thus ground G and line BO front` two junctions of the arr'ris of each bridge and source OSC applies periodic voltage between these points of the bridges. Shield SH isolates the antennae from the adja` cent ground potential of the car door to prevent uit-v wanted operations. It also partially shields the antennae The capacitance couplings' formed by antennae and each lho'istwaygdoor, Vwhich is at ground potential, are balanced out in the bridge circuits. With perfect `alignment of the hoistway ydoors and car door, there wili be' no voltage across the diagonals of the bridges due to the hoistway doors'. However, in' some elevator installations, a certain amount of misalignmcnt may exist between certain of the hoistway doors and the car door. Thus at such points of misalignment the iniJ pedance to ground of one antenna of each bridge will be less than that of the other. Each bridge is adjusted by its adjusting condenser C1, C2 so that under normal conditions thereV will be insutiicient voltage across the diago nal of that bridge to causeoperation of detector relay DP as a result of such misalignment. This may result in voltages being present across the diagonale of the bridges even where a hoistway door is exactly aligned with the car' door, du'e to the adjustment to prevent an unwanted operation by a misaligned hoistway door. However, by proper adjustments, these diagonal voltages are kept sufiiciently low to obviate unwanted operations. Voltage may also be present across the bridge diagonale due to unbalanced loading of the elevator car. However, here again, the adjustments are such as to prevent sufncicnt voltages across the diagonals to cause unwanted operations.

The bridge circuits are adjusted individually. To adjust either bridge, the circuits controlled byv the other bridge are disconnected from line B+.y `For example, to adjust the bridge circuits controlled by antennae UA1, LAI, switch AS2 is thrown to its other position, disconnecting amplifier AMZ from line B+. Atthe same time. switch ASZ connects resistor AIRZ across voltage source B+, BO. The value of this resistance is such that it passes about the same current as the circuits with switch ASZ in its upper position.V In this way the load on the source and thus the source voltage remains about the same, enabling accurate adjustments to be made. In practice the elevator car is positioned at a floor of the building and each bridge is adjusted individually to produce minimum voltage across winding TRB as measured at the potentiometer output. This adjustment is repeated for the other bridge or bridges, after which the potentiometers of the respective bridges are adjusted to give equal output in the presence of a known target or object t0 be detected. The car is then moved from fioor to where the output of each bridge is measured with the doors in their normal positions to insure that no irregularity exists of sufficient magnitude to produce an unbalance voltage that approaches too close to the control voltage required to actuate amplifier AM3 and operate detection relay DP. In the unlikely event this control voltage is approached or the operatingv margin is desired to be increased it is possible to readjust the offending doors or in the 4alternative to build them out such that compensating ground coupling is provided for the conjugate antenna of the bridge. v

When an object such as a per-sonsbody cornes into proximity with the antennae, it affects the antennae differently. Due to its irregularity, it increases the antenna to ground capacitance, thus decreasing the antenna t0 vground impedance, Vof the antennae nearer the person more than that of the others. As a result, an unbalance of considerable extent of one or both bridges occurs, causing a signal voltage to appear in the transformer primary TRBi or TREL across the diagonal of the bridge of sufficient value te cause, when amplified, 'operation of detector relay, DI?. Assumev that thedoorsare closingas operation of relay DP takes place. Upon operation, relay vcar door.

`DP separates contacts DPS to break the circuit for the coil of door close switch DC.y Switch DC in dropping out breaks the circuit for armature DMA of the door operating motor as previously described. In addition it engages contacts DC3 which completes a shunt circuit for armature DMA through braking rectiiier EDB. This acts in eifect as a short circuit for armature DMA and brings the doors to a quick stop. Relay DP also engages contacts DP4 to complete a circuit-for the coil of door open switch DO, causing the immediate reopening of the doors. It also engages'contacts DPZ which complete a circuit for the set coil of switch DR. As the doors move away from the person, relay DP drops out. Switch DO is maintained energized through contacts DR2 after contacts DP4 separate.

Upon the operation of switch DO to cause the door reopening operation, contacts D03 engage to complete a circuit for the coil of switch NT, causing this switch to operate. This circuit is maintained operated through contacts D03 until the doors reach operi position. switch NT cannot drop out to initiate a reclosing operation until the doors reach open position. Thus the time interval that the doors remain open under such conditions lis that due to switch NT alone and is of short duration. In this connection, it is to be noted that in case of congestion when the passenger transfer cannot be effected quickly, so long as any person is sufficiently within the zone of influence of the antennae to decrease sufficiently its irnpedance to ground there will be repeated koperations of relay DP until this condition ceases to exist. i y

As the doors near closed position, the sensitivity of the detector is reduced. This is elected by means of door close limit switch DCL1 and resistor SR. The door close limit switch is set to open when the doors come `within say four inches of closed position; This inserts resistor SR in circuit with source OSC, thus reducing the value of voltage applied to the ends of the bridges. This prevents insufficient voltage appearing across the diagonals of the bridges to cause unwanted operation of relay DP due to misalignment of the door jambs with the car door. However, the reduction of voltage is not sufficient to prevent response to a hand placed on the leading edge of the Thus should a passenger grasp the car door after it has reached the four inch zone, he is still able to cause operation of relay DP to bring the door to a stop and reopen it, thereby enabling a passenger transfer to be made.

As the doors reach closed position, door close limit switches DCL2 and DCL3 open, preventing reopening of the doors even though the detector relay DP operates because of the proximate ground potential of the jamb. Limit switch DCLZ prevents the'oompletion of the circuit tector relay contacts DPZ. Thus contacts DRZv remain separated, preventing the completion of one energizing circuit for the coil of door open switch DG. Limit kswitch DCL3 breaks the other energizing circuit by way of contacts DP4 for the coil of switch DO, thus preventing operation of switch DO to reopen the doors.

The system is arranged so that if due to the detecting mechanism the doors fail to close after a certain period,

say fifteen seconds, the detecting mechanism is rendered ineffective and the doors are 'closed kat a slow speed. Switch DT is utilized for this purpose. This switch is energized during running of the car, the circuit through its coil being completed by way of contacts H1, H2, door limit switch DL4 and contacts H3.v When a stop is made at a landing, contacts H1, H2 and 'H3 separate and the coil of switch `DT is disconnected ,from the supply lines. This switch is delay in dropping out for the prescribed Thus for the set coil of switch DR by the engagement of de-y i ,switch DL4V recloses.

'place at a slow speed so that, if anyone is hit, he will not 'be injured but gently pushed out of the way, `an operation known as nudging f Testing circuits may be provided and y,have been illustrated. Monitoring antenna MA is utilized for this purpose, and is rendered effective during each initial door opening operation to cause suicient decrease in impedance of one `antenna of each bridge to ground to cause operation of relay DP. By means of door limit switches DL1 and DLZ, the monitoring antenna is connected to line BO while the doors yare closing, are in closed posivtion and while in their open position thereby rendering ythe monitoring antenna ineffective to cause operation of relay'DP during thistime. During the initial door opening operation when the car stops at -a floor, these limit "switches disconnect the monitoring antenna from line BO, enabling the antenna by means of the capacitance vcoupling to ground of its wire in grounded cable 104 to bring ground potential suiciently near the center antennae UA2 and LA1 in ditferent'bridges to cause operation yof relay DP.

Operation of the detector relay by the monitoring antenna is utilized in the circuits of time switch DT to determine whether the detecting mechanism is functioning properly. While the car is running, the coil of switch DT `is connected to the supply lines as above pointed out.

When the coil is disconnected from the supply lines, it is maintained energized by the discharge of condenser QDT, provided 4relay DP is operated to close contacts DP1 before limit switch DL4 opens. Limit switches DL1 and DL3 are' toggle switches which open when the doors reach say one-quarter inchvof fully closed position and remain open until the doors reach say one-quarter inch of their full open position, at which point they close land remain closed until the doors again reach one-quarter inch of fully closed position. Limity switch DL2 is set toopen say at one-half inch of door openingrnovement and close as the doors arrive at say within one-half inch of their full open position; Limit swich DL4 is set to open at say onevinch of door opening movement and close as the doors arrive at say within one inch of open position.

When the doors start to open at aoor at which a stop is being made, limit switch DLZ opens, disconnecting -antenna MA fromjline BO. Assuming that the detecting mechanism is functioning properly, this causes operation of relay DP to engage contacts DP1. These contacts bypass limit switches DL3 and DL4 so that the subsequent opening of switch DL4 is without effect to break the initial energizing circuit or condenserk discharge circuit for the coil ofv switch DT. As the doors near open position, Thus the subsequent reclosing of limit switches DL1 and DL2 to reconnect antenna MA to line BO and thus cause the dropping out of detector relay DP to separate contacts DP1 is without elect.

Switches DL1 and DLS now respectively maintain iantenna MA connected to line BO and condenser QDT connected across coil DT until vthe. ldoors reach closed position. Thus antennae UA1, UAZ, LAI and LA2l are eftective during thisperiod and switch DT is maintained period by the discharge of condenser QDT into its coil the detector relay ineffective by its-contacts DPZ` and operated either untillthe doors reach closed position or its time interval expires.

' Should the detector relay'DP fail to operate upon the opening of limit switch DLZ yin the initial door opening operation, upon the opening of limit switch DL4, switch DT is deenergized and drops out immediately. The subsequent closing of switch DL4 does not cause reoperation ofswitch DT as contacts are now separated. As

a result of the engagement of contacts DT6 the doors close -at slow speed, advising that the detecting'mechanism is not functioning properly. Testing apparatus for detecting mechanism for doors is the subject matter of the copending application of Stephan A. Hornung, Serial Number 672,928, filed July 19, 1957. Y

, While the invention has been described in an arrangement havingtwo pairs of antennae, other arrangements may be utilized. A few possible arrangements are diagrammatically illustrated .in FIGURE 8. Only the antennae and their pairings are shown, the antennae being indicated by vertical lines spaced from each other and their pairings by dotted lines. Combinations of four, five, six and eight antennae are shown, the number of antennae 'beingindicated in each case at the bottom. The four antennae arrangement is that already described in connection with FIGURE `5.v In` the live antennae arrangement, there are three pairs of antennae, the center antenna being common to two pairs. In the six antennae arrangement shown on the left, there are three pairs of antennae, while in the other six antennae arrangement ythereare four pairs, each of ther two center antennae of such other arrangement being common'to two pairs. In a similar manner, three dilferent arrangement utilizing eight antennae may be had, the one on the left providing lfourpairs, the center one live pairs and the one on the right six pairs.

The various arrangements may control bridge circuits Vcorresponding in number to the number of pairs, or various pairs may be groupedto control the same bridge circuits. As -an example, an eight antennae, two bridge circuit arrangement is shown in FIGURE 9. Here the antennae are designated A1 to A8 inclusive. Antennae A1 and A8 are connected in parallel in the upper arm of bridge BR1, antennae A3 and A6 are connected in parallel in the lower arm of bridge BR1, antennae A2 and A7 are connected in parallel in the lower arm of bridge BRZ, and antennae A4y and A5 are connected in parallel in the upper arm 'of bridge BR2. This arrangement has the advantage that the change of impedance of the antennae of each arm of each bridge acts to balance more effectively the change of impedance `of the antennae of the other arm of that bridge in case of hoistway door and door jamb misalignments. Resistance SR and switch DCL1 are shown in the connection to ground. This isV matter of precaution and may be omitted.

The above described constructions are particularly suitable for installations having the customary distance of about live inches between the car door and the hoistway doors. They are also suitable for the so-called Hush type door installations in which the sliding hoist- ,way doors are mounted considerably closer to the car door. This is especially true of the eight antennae arrangement of FIGURE 9. There are certain modica- Ytions desirable in the flush type arrangement which vare illustrated in FIGURE 10. The leading portion of the car door is cut out as at 120 to provide room for the detector, enabling the doors to be brought close together. No hoistway door sight guard4 is provided as the doors are already close together. The plate 81 is extended forward toward the leading edge of the car door to increase the shielding of the detector from the close hoistway door. To minimize a decrease in sensitivity of the `detector as a result of the extension of plate 81, the

spots as a hand placed on the leading edge ofthe door opposite any antenna or at any of the spaces between antennae will cause a detecting operation to take place. Assume for example that a hand is placed at a point between antennae UA1 and UAZ of FIGURE 5. If it equally affects both antennae, both bridges will be unbalanced an amount to provide a signal voltage suicient to cause operation of detector relay DP. If the hand is not placed symmetrically with respect to the antennae, say more opposite antennae UA1, at least the upper bridge will provide sufficient signal voltage to cause operation of relay DP. Ample signal voltage in the case of detection of persons is assured. A detecting operation is had by a hand placed on the car door as the door nears closed position, without causing unwanted operation by the door jambs. Unwanted operations due to phase differences in the voltages at the ends of the bridge diagonals, or as a result of change in humidityor due to a certain amount Aof misalignment of the hoistway doors are obviated.

The invention, while described as applied to side opening doors, is equally applicable to center opening doors,

in which case both leading sections are provided with the detecting mechanism. Various changes may be'made in the circuits. For example, other forms of amplifiers may be employed. While the detecting mechanism has been ldescribed as acting to stop the vclosing movement of the doors and return them to open position, it may be used lto slow the doors. Where the doors are merely brought to a stop, various other ways of controlling the doors after they have been stopped may be utilized. It is not intended to set forth all the variations which may be made but many changes and dilferentembodiments could be made without departing from the scope of the invention. Therefore, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a llimiting sense.

What is claimed is:

1. In an elevator system in which the elevator car is provided with a closure, in which power mechanism is provided for operating said closure, and in which a plurality of antennae are mounted in spaced relation along the leading edge of said closure; a first bridge circuit having as two oppositely disposed arms thereof a pair of said antennae directly connected to opposite ends of the bridge diagonal; a second bridge circuit having as two oppositely disposed arms thereof another pair of said antennae vdirectly connected to opposite ends of the diagonal of that brid-ge, the antennae of each pair having another antenna positioned between them; a source of periodic voltage for each bridge; and means responsive to a change in impedance to ground of one antenna with respect to ,the other of either bridge due to the proximity of a person to such antennae to prevent the closing of the closure by said power mechanism.

2. In an elevator system in which an entrance-way provides access to the elevator car at a landing, in which a closure is provided for said entrance-Way, in which power mechanism is provided for ope-rating said closure, and in which -a plurality of antennae are mounted in vspaced relation along the leading edge of said closure;

a plurality of bridge circuits, each having as two arms thereof a different pair of said antennae directly connected to opposite ends of the diagonal of that bridge, the antennae of each pair having positioned between them one antenna of at least one other pair, and each bridge having connected in its other arms impedance for balancing said bridge in the presence of a symmetrical object of the elevator system; a source of periodic voltage connected acrosssaid bridges; and means responsive to an unbalance of any of said bridges due to a change in impedance to Aground-of the antennae of that bridge caused by the vproximity of a personto such antennae to prevent the closing movement of said closure.

3. In an elevator system in which the elevator car is provided with a door, in which power mechanism is provided for operating said door, and in which a plurality of -antennae are positioned in succession along the leading edge of said doorga bridge circuit having directly connected to opposite ends of the diagonal thereof a pair of said antennae to form two arms of the bridge; a second bridge circuit having directly connected to opposite ends of the diagonal thereof another pair ofsaid antennae thus forming two arms of that bridge, one antennae of each pair being positioned along said door ed-ge between the antennae of the other pair; a source of periodic voltage connected across each of said bridges; means for balancing each bridge under static conditions; and means controlled by the signal voltage appearing across the diagonal of either bridge due to the proximity of a person to .said antennae of that bridge to prevent the closing movement of the door by said power mechanism.

4. In an elevator system in which a closure is provided for controlling access to the elevator car, in which power mechanism is provided for operating said closure, and in which there is provided a pair of antennae, each having a capacitive coupling to groundmounted in spaced relation along the leading edge of said closure, a bridge circuit having said antennae directly connected to opposite ends of the bridge diagonal to form through their capacitive couplings to `ground two arms of the bridge and having two impedances connected to said opposite ends of the bridge diagonal in the other arms of the bridge for balancing the bridge, a source of periodic ini put voltage for the bridgeconnected between ground and the junction of said other arms of the bridge, the diagonal of said bridgekprovidin-g a periodic signal voltage and said bridge being balanced to prevent said signal voltage attaining a certain value when no person is in the field of influence of said antennae, an amplifier, transfer means for transmitting said periodic signal voltage to said amplifier to provide an amplified signal voltage, and closure control means responsive to said amplified signal voltage to stop or prevent the closing of the closure by said power mechanism when said signal voltage, due to a change in the capacitive coupling to ground of one antenna with respect to that of the other as a result of the proximity of a person to such antennae, attains or yexceeds a certain value. y.

5. In an elevator system in which a closure is provided for controlling access to the elevator car, in whichl power mechanism is provided for operating said closure, and in which there is provided a plurality of antennae, each having a capacitive coupling to ground and mounted in spaced relation along the leadingedge of said closure, a plurality of bridge circuits, each having a different pair of said antennae directly connected to opposite ends of the bridge diagonal to form through their capacitive couplings to ground two arms of the bridge and having two impedances connected to said opposite ends of the bridge diagonal in the other arms of the bridge for balancing the bridge, the antennae of each pair having another antenna positioned between thorn in their relationship along the leading edge of the closure, a source of periodic input voltage for the bridges connected between ground and the junction of said other arms of each bridge, the diagonal of each bridge providing a periodic signal voltage and each bridge being balanced to prevent said signal voltage of that bridge attaining a certain value when no person is in the field of influence of the antennae of that bridge, an amplifier for each bridge, transfer means for each bridge for transmitting the periodic signal voltage of that bridge to `said amplifier for that bridge to provide an amplified signal voltage, rand closure control means responsive to said amplified signal voltage of any of said bridges to stop or prevent the closing ofthe closure by said power mechanism when said signal voltage of that bridge, due to a change in the capacitive coupling to ground of one antenna with respect to that of the other mechanism is provided for operating said closure, and

of that bridge as a result of the proximity of a person to the antennae of that bridge, attains or exceeds a certain value.

6. In an elevator system in which the elevator car is provided with a car door, in which power mechanism is provided for operating said door, and in which there is provided a plurality of antennae, each having a capacitive coupling to ground and mounted in spaced relation along the leading edge of said door, a pair of bridge circuits, the antennae at one end of the car door being connected to one end of the diagonal of one of said bridges, the next succeeding antenna being connected to one end of the diagonal of the other of said bridges, the next succeeding antenna being connected to the other yend of the diagonal of said one bridge and the next succeeding antenna being connected to the other end of the diagonal of said other bridge, to form through their capacitive couplings to ground two arms of the bridge to the diagonal of which they are connected, each bridge having two impedances connected to said opposite ends of the diagonal of that bridge in the other arms of the bridge for balancing the bridge, a source of periodic input voltage for the bridges connected between ground and the junction of said other arms of each bridge, the diagonal of each bridge providing a periodic signal voltage and each bridge being balanced to prevent said signal voltage vof that bridge attaining a certain value when no person is in the field of influence of the antennae of that bridge, an amplifier for each bridge, transfer means for each bridge for transmitting the periodic signal voltage of that bridge to said amplifier for that bridge to provide an amplified signal voltage, and door control means responsive to said amplified signal voltage of either of said bridges to stop or prevent the closing of the door by said power mechanism when said signal voltage of that bridge, due to a change in the capacitive coupling to ground of one antenna with respect to that of the other of that bridge as a result of the proximity of a person to the antennae of that bridge, attains or exceeds a certain value.

7. In an elevator system in which an elevator car serves a plurality of landings, in which the elevator car is provided with a car door and each landing is provided with a hoistway door, in which power mechanism is provided for operating said car door and the hoistway door at each landing at which the car is stopped, and in which a plurality of spaced vertical antennae are carried by the leading edge of the car door; a plurality of alternating current bridge circuits, each having as oppositely disposed arms thereof directly connected to opposite ends of the diagonal of that bridge a pair of said antennae; each such pair of antennae having at least one interventing antenna separating them; means for each bridge in the other arms thereof for balancing that bridge; a source of periodic voltage for said bridges; and means controlled by the signal voltage appearing across the diagonal of each bridge due to the proximity of a person to said atennnae of that bridge to prevent or stop the closing movement of the doors by said power mechanism.

8. In an elevator system in which a closure is provided for controlling access to an elevator car, in which power in which a plurality of antennae are mounted in spaced relation along the leading edge of said closure; a plurality of bridge circuits, each having as two armsthereof a different pair of said antennae directly connected to opposite ends of the diagonal of that bridge, the antennae of each pair having another antenna positioned between them in their relationship along the leading edge of the closure; a source of periodic voltage for said bridges; means for each bridge for amplifying a signal voltage appearing across the diagonal of that bridge; and means responsive to an amplified signal voltage appearing across the diagonal of one or more bridges due to the proximity of a person to said antennae to prevent or amasar `stop the closing movement of the closure by said power the antenna at one end of the car door being directly Vconnected Ato one end of the diagonal of one of said bridges, the next succeeding antenna being directly connected to one end of the diagonal of the other of said bridges, the next succeeding antenna being directly connected to the other end of the diagonal of said one bridge and the next succeeding antenna being directly connected to the lother end of the diagonal of said other bridge to form arms of said bridges; means for each bridge in the other arms thereof for balancing that bridge;

va source of periodic voltage for said bridges; means for each bridge for amplifying the signal voltage appearing across the diagonal of that bridge; and means responsive to an amplified signal voltage across the diagonal of one or both bridges due to the proximity of a person to said antennae -to prevent or stop the closing movement of the doors by said Vpower mechanism.

10. In an elevator system in which an elevator car serves a plurality of landings, in which the elevator car is provided with a car door and each landing is provided with a hoistway door, in which power mechanism is provided -for operating said car door'and the hoistway door at :each landing at which the c'ar is stopped, and in which a plurality of spaced vertical antennae arranged'in end 'fto end relationship are carried by the leading edge of l the car door; a plurality of bridge circuits, each having 2a different pair of said antennae connected Adirectly to -vopposite ends of its diagonal to form arms of that bridge, `vvith each antenna in an arm of a different bridge from the bridge in which the next succeeding antenna forms 'an arm; condensers for each bridge in the other arms --thereof for balancing that bridge; a source'of periodic voltage for said bridges; means for each bridge forV amplifying the signal voltage appearing across the vdiagonal of that bridge; and means responsive to an amplified signal voltage across the diagonal of one or more bridges due to the proximity of a person to said antennae to prevent or stop the closing movement of the doors by said power mechanism.

ll. In an elevator system in which an elevator car serves i a plurality of landings, in which the elevator car is provided with a car door and each landing is provided with a hoistway door, in which power mechanism is provided for operating said car door and the hoistway' door at each landing at which the car is stopped, and in which a plurality of spaced vertical antennae arranged in end to end relationship are carried by the leading edge of the car door; a plurality of bridge circuits, eachvhaving as one arm thereof two of said antennae directly conl nected to one end of `the diagonal of that bridge and as another arm thereof two other of said antennae directly connected -to the other end of the diagonal of that bridge, the antennae connected in one bridge being not the same as those connected in another and the antennae of each of said'arms of each bridge being such that the impedance thereof to any adjacent hoistway door balances substantially that of the antennae of the other arm of that bridge to such hoistway door, even though said hoist- -way doors are differently misaligned with said car door; and means responsive to'anunbalance of any of said bridges of a predetermined magnitude due to a change in impedance to ground of antennae of that bridge caused fby the 'proximity of a person .to such antennae 'to prevent or stop the closing movement of the doors by said power mechanism.

l2. In an elevator system in which an elevator car serves a plurality of landings, in which the elevator car is provided with a car door and each landing is provided with a hoistway door, in which power mechanism is provided for operating saidl car door and the hoistway door at each landing at which the car is stopped, and in which a plurality of spaced vertical antennae arranged in end to end relationship are carried by the leading edge `of the car door; a pair of electrical bridge circuits each havi ing one arm thereof formed by two of said antennae directly connected 'to ,onev end ofthe diagonal of that bridge andthe other arm thereof formed by two other of said antennae directly connected to the other end of thediagonal 'ofthat bridge, the antennae connectedin Hreach bridge being' not thesame 'as those connected in the other bridge, andftheantennae connected to opposite ends vofj'the ,diagonal of each bridge having at least one 'other' antenna Q positioned between them; a source of "periodic voltage for' each'y bridge; and means responsive to an' nnbalance of' predetermined magnitude of any of 1 said 'bridges'due to a change in ,impedance to ground of antennae of that' bridge caused'by the proximity of a person to such antennae to prevent or stop the closing movement of the' doors by said power mechanism.

13. In an elevator system in which an elevator car serves i a plurality oflandings', in which theelevatorv car is provided with a car door and each landing is provided with a hoistway door, in which power mechanism is provided for operating said car door and the hoistway door at each landing at which the car is stopped; eight like antennae carried by the leading edge of the car door, said antennae being positioned vertically and symmetrically arranged with a short space between adjacent antennae, a pair of alternating current bridge circuits, counting from top to bottom, the rst and eighth antennae being connected directly to one end of the diagonal of one bridge to form j one arm'thereof, the second and seventh antennae being connected directly to one end of the diagonal of the other bridge to form one arm thereof, the third and sixth antennae being connected directly to the other end of the diagonal of sai-d one bridge to form another arm thereof,

Vand the fourth and fifth antennae being connected directly to the other end of the diagonal of said other bridge to Y form another arm thereof; means connected in the remaining arms of each bridge for balancing each such bridge, said remaining arms of each bridge being joined to form one end of that bridge;,a source of periodic voltage connected Von one side to ground and on the other *side to said one end of each bridge; means for each bridge for amplifying the signal voltage appearing across the diagonal of that bridge; and means responsive to an amplified signal voltage across the diagonal of one or both bridges due to an unbalance thereof by the proximity of a person to said antennae during door closing operation to stop the closing movement of the doors.

References Cited in the file of this patent UNITED STATES PATENTS 2,462,599 Blumlein et al Feb. 22, 1949 2,601,250 Bruns etal .Tune 24, 1952 2,634,828 Bruns et al Apr. 14, 1953 2,720,284 Galanty Oct. 1l, 1955 2,826,272 Borden Mar. 11, 1958 y FOREIGN PATENTS 665,879 Great Britain J an. 30, 1952 OTHER REFERENCES Du Pont Technical Service Bulletin No. 13,` Apr. l, 1949, 5 pages.

Book onVacuum Tube Voltmeters by J. F. Rider, published by J. F. Rider, Publisher, Inc., 404 Fourth Ave., New York 1'6, NY. 

